Railway signaling apparatus.



W. J. 000K. l

RAILWAY SIGNALINGAPPARATUS.

` APPLIUATION FILED SBPT.'7, 1909. 1,014,208, Patented Jan. 9,1 191.2.

BSHEETS-SHEET l.

W. J. COOK.

RAILWAY SIGNALING APPARATUS. APPLICATION FILED SEPT 7, 1909.

1,014,208. Patented Jan. 9, 1912.

3 SHEETS-SHEET 2.

@Mff/M. M mw @ZZ/@hm W. J. COOKi RAILWAY SIGNALING APPARATUS.

APPLIOATION HLED SEPT. 7, 1909.

Patented Jan. 9, i912. I

3 SHEETS-SHEET 3.

UNITI-ip' sTATEs PATENT versten.

WILLIAM J. Cook, OF DENVER, COLORADO, AssIGNoR TOTHE COOK RAILWAY SIGNAL COMPANY, or DENVER, COLORADO, A CORPORATION OF COLORADO.

RAILWAY SIGNALING APPARATUS.

To all .whom it may concern;

' Be it known that I, WILLIAM. J. COOK, -a citizen of the 'United States, residing in the city and county of Denver and State of Colorado, have invented certain new and useful Improvements in Railway Signaling Apparatus; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable Others skilled in the art to which it appertains to make and use the same, referencebeing had to the-accompanying drawings, and to the letters and figures of reference marked thereon, which ferm a part of this specification.

My invention rela'tes'to improvements in railwaysignaling apparatus of the general class set forth in my previous application, Serial `Number 509,446, tiled July 24th, 1909. In the construction disclosed in both of these applications, provision is made for automatically displaying signals in front of a train as the latter proceeds, the signals being displayed at any predetermined distance in advance of the train. Provision is also made -for changing these signals at a predetermined distance in the rear of the train. In this way trains are notified both following and approaching another train, thus preventing either frontv or rear end collisions betweentrains upon the same track.

In my previous application, the specificv apparatus relates to the use of electric lights as signals, the red lights designating danger and the blue lights the absence of danger, or a clear track. In my present application, provision is made for the use of semaphores as signals and while the apparatus as specifically illustrated, does not include the use of lights as signals, it is evident that they may be employed in conjunction with the semaphore signals.

In my present application, solenoids are employed at each station .foroperating the semaphore or raising it to the safe position. rlliesolenoifls, however, are only instanta- ,neously energized, or while the car or train is passing the track make-and-b reak device at they station. An electro-magnet is used for locking the semaphore arm in the safe position, the same being constantly energized, '.while the semaphore arm is in the safe position. This, however, requires but Speeicaton of Letters Patent.

vApplicationY filed September?, 1909. Serial'No. 516,485

Patented Jan. 9,1912.

a small amount of current, since it is only necessary to reta1n-a vsmall armature bar vin contact withthe magnet, the latter acting upon a relatively long lever arm as comparedwith the short arm engaged by the core of the solenoid, and the pull on its core in order to support the semaphore arm is but little comparatively, since the said` arm occupies'a nearly balanced position.

Having briefly outlined my improved construction, I will proceed to describethe same in'detail, referente being made to the y accompanying drawing, in which' is illuslrated an embodiment thereof.

In this drawing: Figures 1 and 2 illustrate the .apparatus employed at a single station and located on opposite sides of the track. Twosheets are employed for' this purpose, because of the lack of. room on a single sheetin order to show the apparatus on a suitable scale. Fig. 3 is a diagrammatic view illustrating the apparatus employed at a number of stations, each translating device being represented by a symbol, comprising 'a letter surrounded by a circle,` the translating devices on one .side of the track being designated by the letter alone within the circle, while on'the opposite side,the 'letter is given an exponent, ordinarily termed i prime.

The same reference charac'ters indicate the same parts in' all' the views.

In further lexplanation of the views, it should .be stated 'that the apparatus disclosed in Figs. l and 2, is shown in the po'- sition which itl occupies after a train has passed -the track make-and-break device at the station, and for this reason itmay'be:

assumed that the dotted wheel and axle structure, which is designated'inlig; 3,

designates vthe train which has just passed.

vthe make-and-break devices which 'are designated in their entiretyby the reference characters 7 and 7^' respectively, the said device being located adjacent the rails of the track, which are designated by the nu meral 6.

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Before describing the mechanism further f in ,detail,it will be explained that .the'various sets of appara-tus located-at live stations, are

designated by the Roman characters I, II, respectively designating the apparatus at one stationand on opposite.sides OIn the track, while the characters III, IV; V, VI;

VH, VH1; iX and X; designate respectively the apparatus at the four stations immediately succeeding the station l, il.

Arranged close to each track rail 6, at

each vstation (see the Figs. 1 and 2) is a make-and-break device which, for convenience, are respectively' designated by therreference character `7 and 7A, as heretofore explained. y The construction, however, of 'these two make-and-break devices is substantiallyidentical, and they are only given different designations for convenience of explanation. Each make-aird-break device is 'composed ota baseS, which is secured to the base of the track rail in any suitable manner. Upon this base 8, is mounted a stationary housing. member 9, cooperating with' "a vertically movable housing memberv 10,

the member 10 being yieldingly supported, whereby the contacts 14 and 15 are normally sepa-rated the one from the other, whereby the circuit is broken at the track except when the train is passing. The contact 14 is also spring-supported and rests upon the hous# member 9, while the contact l is secured to the top of the housing member 10.

tive housing members. I

`wheel of the train will engage the housing rihe contacts are insulated from the respec- 'lhe flange of any member and depress the latter suiiiciently to bring the two contacts 14 and 15 into engagement. From the Contact 15 of the makeand-hrealt device 7,' leads a wire or electrical conductor 16, to 'one terminal et the .coil of a solenoid F, having a core 17, connected byl means of a spiral spring 13 and a cable, or other suitable flexible device 19, with the segment 20, of a semaphore arm 21, pivote-ily mounted, as shown at 22, upon a post 23. From the opposite terminal of the coils of the solenoidF, leads a wire 24, to

i which'r'ests upon the lower guide 30,' while its upper end engages a stop 'collar' 32, formed on the bar. .Vhen at its upward limit of movement, the upper end of .the bar presses against a spring Contact 33, secured to a stationarymember 34, whereby an electric circuit is closed through an electro-magnet E. From a terminal 35 of this magnet,

a wire 36vleads to the bar 29, while trom-the stationary member 34 of the spring Contact 33, a wire 37 leads to one of the main feed wires 33; while from theopposite feed wire 39, leads a wire 4 0 .to the opposite terminal Loiaaos 41, of the magnet E. `I-llence simultaneously with the passage of the current through the shown in Fig. 1,. is drawn into the solenoid vto the position shown in Fig. 2, whereby the semaphore arm 21, which was previously in the danger position, as shown in Fig. 1, is raised to the safe position or that shown in Fi'g. 2, the solenoid core acting through the coil spring 18 and the cable 19; As soon as the core assumes the position shown in Fig. 2, its upper extremity which has a beveled head 42, engages the oppositely beveled ein tremity 43, of the armature bar 44 of the magnet E. 'The extremity 43 of the bar is hinged, as shown at'45, to allow it to move downwardly when engaged by the head 42 of the core, after which this extremity 43 is raised to thehorizpntal position by a leaf spring 46, In this event the short arm 43 of the armature bar forms a look to-hold the solenoid core'at the downward limit of movement. It will be understood that this bar 44 is pivotally mounted, the axis of the pivot coinciding with that of the hinge 45, whereby the bar unless supported, assumes the dotted line position ineFig. 1. However, when the semaphore arm 21, is in the danger yposition asfin Fig. 1, though the magnet- 'E 1s denerglzed, a wire 47 having a spring member 48, serves to support the armature bar in contact `with the cores'of the magnet E, or in such proximity thereto that as soon as the last named magnet is energized, as

heretofore explained, the bar 44 will be heldv tightly against the cores of the magnet,

' suilicient strength being exerted to maintain the bar in a position to lock the core 17, at its downward limit of movement, (see Fig, 2,) in which-position it will remain until the magnet E is denergized, but this will not occur until the magnet B is energized and acts upon the bar 29 to pull the latter downwardly into engagement with the core of the magnet, in which event the circuit of,

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the magnet E will be broken. rlhe opposite v 'terminals of4 the magnet B are respectively connecte-d with wires 49 and 50. r' The wire 50y leads to anontact 51, which is adapted to be engaged by theupper extremity of a vertically moiable bar 52, mounted. in guides 53, normally held at its upward limit of movement by a coil spring` 54, one extremity of which vrests upon the lower guide-53, while its upper extremity engages a st op collar. 1When the magnet D is energized, 1t acts upon the bar 52, to draw the latter down? wardly, whereby the said bar .is separated from th'e spring contact 51; thus breaking the circuit of the magnet B beyond or above the traclrniakesand-break device 7A.

Whenthe magnet B is energized and vdraws the 'bar 29 downwardly to break the isc Sti

- notarios I circuit threugn the magnet E, the projec- ;tion 28 acts ce 'the movable core 25 of the magnet inwardly until. the said projection passes beiow the-said core,- 'when the spring 26 will force the core outwardly, causing the latter to assume a position .above the projection 28, whereby the bar is locked in a position to break the circuit through the magnet E, in which event the armature har fifi is allowed to drop, releasing the core 17 of the solenoid F, and permitting the semaphore arm 2i kto tall to the danger position. ldlhen the bar 52 is drawn downwardly by the energizing of the magnet D, 'the said bar is locked in the said position by a core 5G of a magnet C, the said core. being acted on by a spring 57, the core occupying a position above aV projection 58, with which the bar 52 is provided. From the lower contact l-t of the make-and-break device 7, leads vwire 16A to the upper eX- tremity of a bar F2, 'whicli is. controlled by the magnet D and substantially of the `same construction and function as the bar 52 controlled by the magnet D, and is therefore given the same reference character.

lt will be understood that the individual members of the pairs of magnets A A', B B, C C, D l', E E and the pair of solenoids l? li" perform substantially identical functions,but are located on opposite sides of the track. Hence the apparatus coperating with these corresponding magnets may be given the same reference characters. Therefore when the magnet D is energized, it acts upon the adjacent bar 52 to draw the latter downwardly, breaking vthe circuit of the magnetl B above or beyond the track make-and-breakdevice 7, and the core 56 of the magnet C serves to lock the bar in the depressed position. `When the magnet B is energized, serves to dra-w the adjacent bar 29, downwardly, breaking the circuit through the magnet E and allowing the magnet bar 44 of the last named magnet to drop to the dotted line position; (see Fig. l) thus releasing the core 17, ofthe solenoid F andallowing the semaphore arm 21 to drop to the danger position, as shown in Fig. l.. As soon as this occurs, however, the wire e7 .containing the spring member 48,

the said wire being connected with the armature bar 4% of the magnet E, draws the said bar toward the magnet and supports it l.approximately in contact with the cores of ,the `magnet and therefore within the influence of the power of the latter when energized, to hold the said bar in position to engage and lock the core 17 of the solenoid F at its limit of Adownward ymovement Awhen the latter is energized.

F rom one terminal 41 of the magnet E, a wire leads to the feed wire 39, while a wire 36 leading from' the opposite terminal of the magnet E passes to the upper eX- tremity of the bar 29 and thence through the spring contact 33, to a wire 37, which is in communication with the main feed wire 38.

Attention is called to the fact that the contact l5 of the make-and-break device 7A,

is connected by means of a wire 1GB, with one terminal of the magnet F, whose opposite terminal is connected by means of a wire Q4., with one terminal of the magnet A', while the. contact 14 of the make and break device 7 A is connected by means of a wire 16C with the upper extremity of the' bar 52 adjacent to the magnet D, the result. being that whenever the contact 51 is 1n engagement with the bar 52 controlled by' B', as the case may be, von the left hand side" of the track, one station in advance of the train, the term left hand side of the track 'meaning the side at the left considered with reference to the travel of the train in question, in order to neutralize the effect of closing the make-and-break device on the left hand side of the track as the trai'n reaches any station.

It must be understood that any train traveling in a given direction only utilizes the make-and-break devices on the right hand side ofthe track for signaling purposes, the right hand make-and-breakdevice at any station serving when closed, through the instrumentality 'of'v the various 'devices heretofore explained, to throw the semaphore arms to .the danger ,position on the left hand side of the track 1n front and raise the semaphore arms to the safev or out of danger position at any predetermined distance in the if rear. The make-and-break devices on the right-hand side of the track also serve to display a danger signal on the right hand side of the track at the station where the make-and-break device is operated, and to change the signal from' the -danger'to the safe p'osition on the lefthand side of the trackat the said station. vBy virture of this arrangement, the train always leaves danger signals behind it on the right hand side ofthe track and these danger signals are kept displayed until the train is a safe distance in advance, and they are successively changed to the safe position a predetermined distance in the rear 'fas-.thetrain passes the various signaling stations. The make-andhreak devices on the right hand s'ide of the track serve to change the danger signals to the safe position in the rear of thev train and vlao on the right hand side of the track by closing the circuit through the solenoid F or 1W, as the case may be, and themagnet or A', asl the Acase may be, whereby the solenoid core 17, is'drawn into the solenoid and the semaphore arm 21, raised to the sate position through the instrumentality of the cable 19, the core lbeing' locked in the said position by the armature bar 44 of the magnet E or E, the said magnet being energized by the closing of the circuit through the magnet 'E or E by the releasing of the bar 29, which moves upwardly in response to the recoil ot the lspring 31, as soon as the core 25 of the magnet A is drawn inwardly sufficiently to disengage the projection 28.

When the semaphore arm is raised to the sate position (see F ig. 2) a spiral spring 60 is placed under tension and exerts a slight pull downward upon the said arm,the upper extremity of the spring being connected with the inner extremity of the arm by a flexible device 61, while the opposite eX- tremity of the spring is secured to the post 23, as shown at G2. This construction insures the immediate return of the semaphore arm to the danger position as soon as the Core 17 of the solenoid is released, by the breaking o't the circuit of the magnet E or E. Hence the energizing of the magnet A or fr and the solenoid F or F serves to throw the semzphore arm to the sate position; the magnet B or B when energized serves to break the circuit ot the magnet E or E, whereby the semaphore arm drops to the danger position; the magnet D or D when energized serves vto break the circuit through the magnet B or B at a point above or beyond the corresponding track makeand-break device; while the energizing ot' the magnet C or C serves to release the bar 52 ofthe magnet D or D and allows the same to move to a position to close the circuit through'the magnet B or B.

In describing the operation of the device from Fig. 1 of the diagrammatic view, the foregoing statements must be borne in mind.

In this description, itvwill. be assumed that a train has just papsed`t'he-'-inake-andbreak devices 7 and 7^ (xt-theitfdntral station shown in the said lview or that designated by the Roman characters V and Vl. It must then be understood that the various magnets A., B, C, D and E and the solenoid F on one side ot the track and A, B, C, D, E and F on the other side of the track are in the conditions illustrated in Figs. 1 and 2 and that the various mechanical devices disclosed in Figs. 1 and 2 are correspondingly located. ln this diagrammatic view, it is assumed that the train is traveling inthe direction of the arrow X, the train being represented by dotted lines indicating a pair of wheels connected by an axle and designated bythe numeral 5, .as

aan

heretetore explained. Now as the trein has just passed the make-and-break devices '7 and7A, the cont-acts of both these devices have beenmomentarily closed. When the contacts of the malre-and-break device 7,

'to the main feed wire 37 ot the magnet circuit, the other :feed wire being designated by the numeral stt), as heretofore explained. The result ot' this travel of the electric current is to energize the magnet B of the sta-A tion V, V1, whereby a semaphore arm is dropped to the danger position on the right hand side of the track. The energizing of the magnet C at the station Ill, 1V restores the continuity of the circuit of the magnctB at this station; the energizing of the solenoid if" atthe station l, H throws the semaphore arm to the safe position, while the energizing'of the magnetA. releases the 'bar 2S) which under the influence ot its spring closes the circuit of the inagnet E and holds the armature bar A in position to lock the solenoid core at its downward limit ot movement, whereby the semaphore arm is maintained'inthe sate position.

lla'ving now traced the path ot the current in the rear ot'lthe train and its result when the make-aml-break device 7l of the station is actuated to momentarily close its contacts, l will trace the path of the current t'orward ot the train, resulting from the closing ol the contacts of the same makc-and-brcak device. ln this event the current may he said to pass from the contact 15 ot thc make-and-brcak device 7 of the station V, Vi, through the conductor 16l to the solenoid l?, thence through aconductor Qt to the magnet A ot' the same station, thence from the last named magnet, th 4hugh the comluctor K of the magnet D of the station Vfl,` Vlll, from the last4 named magnet through a conductor .L to the magnet B ot tlul station lX, X, and thence trom the last named n'iagnel, through the comluctor M. to the 'teed wire 10, ot the magnet circuit. 4rlhc result ot this travel of the circuit to energize thc solenoid F, whereby the core 17, is4 drawn thereinto, and the semai'ihore arm raised to the sate position, the circuit ofthe magnet. E beingl closed', whereby the core of the solenoid is locked in the position to hold the semaphore arm in the last named position at the station V, VI. rihe energizing of the magnet D at the station VH, VIH, actuates the bar. of the magnet D .to break the circuit of the magnet Bat a point above or beyond the track mali'e-and-break device 7A; so that when the train reaches the station VII, VIH, immediately in advance ol2 its present position, the closing of the contacts ot the make-and-break device 7A at the last named station, will produce no result;

while the energizing ot the magnet B' at they station 1X, X, results in breaking the circuit ot' the magnet E, whereby the core 17 of. the solenoid F is released, allowing `the semaphore arm 21 to drop to the danger position, twoistations in' advance of the train.

t will thus be seen that though both of the make-and-break devices 7 and 7^ at each station are actuated bythe train to' bring their contacts into engagement, the engagement of the contacts of the make-and-break device 7A -is devoid of results, since the circuit which otherwise would be closed through the magnets B and B, is broken at a point above or beyondthe track, the broken condition of this particular circuit being automatically accomplished by the train one station in advance of the latter, while the continuity of this particular circuit is restored automatically by the train one station in the rear thereof; thus leaving the signaling apparatus intact and ready for use by a train traveling in the opposite direction, the last named train utilizing the make-and-break devices on the lett hand side of a train moving in the direction of arrow X, these devices being of course on the right hand side of a train traveling in the opposite direction.

Having thus describedmy invention, what I claim is: A

1. A railway signaling apparatus, comprising signal stations, arranged along the track, each stat-ion including a semaphore arm located on each side of the track, electro-magnetic means for raising thev semaphore arm, an electro-magnet for locking the semaphore arm.v in the raised position, the circuit of the said electro-magnet being normally closed, electro-magnetic means for breaking the said circuit, the said means having its circuit normally broken, circuit make and break devices arranged along the track on4 each side thereof at each station and adapted to be momentarily placed in the closed position by a passing train, circuit connections between the track make and break device at each station, and the electro-magnetic means A:tor'raising the semaphore arm at. a station a predetermined distance therefrom, whereby when any make and break device is closed on one side of the track, the said electromagnetic means or `raising the semaphore arm is energized, saidcircuit connections also including the electro-magnetic means for breaking the circuit of the electro-magnet at a predetermined distance in the oppoprising signal stations arranged along the track, each station including a semaphore arm, a solenoid, which when energized acts to raise the semaphore arm to the safe position, an electromagnet, which when energized acts on the core of the solenoid to lock the semaphore arm in the salte position, the circuit of the electro-magnet being normally closed, an electro-magnet for breaking the said circuit, the said electro-magnet having .its circuit normally open, means for locking the circuit of the rst mentioned `electromagnet in the open position, when broken by theI second mentioned electro-magnet, and electro-magnetic means for releasing the locking means, substantiallyI as described.

3. A railway signaling apparatus, comprising signal stations arranged along the track, each station including a semaphore arm, a solenoid which when energized serves to raise the semaphore arm to the safe position, an 1'electro-magnet for locking thesemapliore arm in the safe position, the circuit of the electro-magnet being normally closed.

when in the locking position, electro-magnetic means for breaking the vsaid circuit, the said electro-magnetic means having its circuit normally broken, means for locking the circuit of the electro-magnet in the open position, electro-magnetic means for releasing the said locking means, circuit make and 'break devices arranged along the track on each side thereof at each station and adapted to be placed in the'closed position by a passing train, and circuit connections between the track make and break devices at each station and the solenoid for raising the semapliorearm to the safe p'osition and the electro-magnetic means for releasing the locking l vmeans at a station a predetermined distance in the rear of the train, substantially as described.

4. .A railway signaling' apparatus, com` prising signaling stations arranged along the track, each station including a semaphore` arm, a solenoid connected with the semaphore arm and serving when energized yto raise the semaphore arm `lromthe danger to the safe position, an electro-magnet which ,when energized serves to lock the semaphore arm in the raised position, electro-magnetic means forbreaking the circuit ot' the-electroinagnet, means for locking the circuit of the 'electro-magnet in the open position, means for releasing the locking means,'cirl cuit make and break devices arranged along the track on each side thereoic at cach station and adapted to be placed in the closed position by a passing train, ,and circllitvcon-V .nections between the track make and break' reu fear

device at each stationand the solenoid for raising the semaphorearm and the lockreleasing electro-magnetic'means at a station a predetermined distance from said -make and break device, whereby when any drop to the danger position, substantially as described. .Y

5. A railway signaling apparatus, comprising signaling stations arranged along the track, each station including a mechanical signal, 'a solenoid for throwing the signal to the safe positionan electro-magnet y for locking the signal in the safe position,

aie

electro-magnetic means for breaking the circuit of the said electro-magnet for releasing the signal, a second electro-magnet 'for locking thecircuit of the first named electro-magnet in the open position, circuit make and break devices arranged along the track at each station and adapted to be placed in the closed position bya passing train, and circuit connections between a track make and b reak device at each station and the solenoid and the second named elec tro-magnet for locking the circuit of the first named electro-magnet in tliefopeirI position at a station a predetermined distance from said make and break device, whereby when the track make vand break device is closed at any station the solenoid and the second named. electro-magnet are, energized, .the said circuit .connections also including the electro-magiietic means for breaking the circuit of the said magnet for locking the signal at a predetermined distance in the opposite direction, whereby the said magnet for locking the signal is denergized, allowing the semaphore arm to drop to the danger position, substantially as described.

6. A railway signaling apparatus, comprising signal stations arranged along the track, each station having a signaling apparatus including a mechanical signal, a solenoid for throwing the mechanical signal tothe sa'e position, an electro-magnet for locking the mechanical signal in the sate position, the circuit of the electro-magnet being closed when the signal is in the safe position, means for breaking the circuit .of the electro-magnet, means for locking the Loiaaos circuit ot the electro-magnet in the open position, electro-magnetic4 means for releasing the locking means,` circuit make 'and break devices arranged along the track at each stationand adapted to be placed in the closed position by a passing train, circuit connections between the traock make and break device at each station and the solenoid and the electro-magnetic .means tor releasing the .locking means, whereby when .any track make and break device is closed the solenoid and the electro-n'iagnet at a station a predetermineddistance from the said make and break vdevice are energized, the said circuit connections also including the means for breaking the circuitdt the electro-magnet at a predetermined distance in the opposite direction, whereby the electromagnet is deenergized allowing the signal to drop to the danger position, substantially as described.

7. A railway signaling apparatus, cornprising signaling stations arranged along the track, each station including amechanicai signal, a solenoid for throwing the meohani- :al signal to the sate position, an electromagnet for locking the signal in the sate position, an electro-magnet for breaking the circuit of the first named electro-magnet,

means for locking the circuit in the vbroken circuit position, electro-magnetic means Aor releasing the locking means, circuit make and break devices arranged along the track at each station and adapted to be placed in the closed position by a passing train, and circuit connections between the track make and break device at each station and the solenoid for throwing the signal to the safe position and the electro-magnetic means for releasing theloc'kingmeans at a station at a predetermined distance from said make and break device, whereby when any 'track `circuit .make and break ,device is closed on one side of the track, the solenoid and the lock-releasing device are energized, the sai circuit connections also including the electro-magnetic means for breaking the circuit of the first mentioned electro-magnet at a predetermined distance inthe opposite direction, whereby the said eleetrdn'iaffnet is denergized, allowing the signal to drop to the danger. position, substantially as de scribed.

ln testimony whereof l ailix my signature jin presence of two witnesses.

WlLLiAli/ J. COUK.

'Witnesses M. l?. Manni?, Jrssml?. Horn/snr..

Sti

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